Fuel-feed control for automotive engines



March 9 Q 1926.

- s. BARLOW FUEL FEED CONTROL FOR AUTOMOTIVE mamas f Fi March 51 1925 2Sheets-Sheet 1 INVENTOR- March 9 1926. 1,576,078

S. BARLOW FUEL FEED CONTROL FOR AUTOMOTIVE ENGINES Filed March 31 1925 2sheets-sheet 2 I N VEN TOR.

muscular strain of holding the foot throttle a idling,

englne; wlnch is regulated 1n automotive- Patented Mar. 9, 1926.

UNITED STAT S PATENT; o

SIMON BARLOW, OF OGDEN, UTAH.

FUEL-FEED CONTROL FOR AUTOMOTIVE ENGINES. 7

Application filed March 31, 1925. Serial No. 19,702.

engine s,,and the objects of my invention,

are: I

' First, to provide means by which the or slow-moving, fuel supply totheengine installations usually by hand throttle lever and occasionallybycowl-board pull rod, or not at all, may also be shut off and regulatedby the foot throttle, thereby to enable the use of the engine as a brakeeffectively at and down to the lower speeds, without need of disturbingthe hand-throttle setting. r I

Second, to provide means in connection with the foot-throttle, oraccelerator, of automotive engines, by which, with a slight tip of thefoot, to the right for instance, the operator may cause'thefoot-throttle to lock in its then position, when in other than theidling or slow-moving position'of such-foot throttle, thus enabling theoperator, by such slight side pressure of the foot, to hold the,

foot-throttle in repose against foot weight and in repose againstvariation of foot pressure due to undulationsin the road traveled, and.providing relief from nervous and at acertain up-in-space position inorder to hold a uniform engine speed.

And, what I wish to designate as a third object is, to provide means ofcarrying out the foregoing two objects with what may be a singlemechanism.

I attain these objects by the mechanismillustrated in the accompanyingdrawings, in \Vl1lCll- Figure 1 is a vertical section on line 1 1,- 1

Figure .4, of the entire device, with the exception of: meansofconnection with the cai-buretter, either with or withoutco-vo'peration with a hand throttle. Figure'Q is a plan view of Figurel, showing the foot plates and stop. that prevents left plate frommoving down without the right plate being carried with it- Figure 3 isaside;

view section of Figure 1, on the line 33, omitting foot plates at thetop. Figure 4 is a plan-view section ofFigure 1, on line 47- 1. 'Figure5 is an elevation of the gear Wheel, its crank arm on one side, and itsshaft onone side. Figure 6 isa half vertical section of the gear wheel,showing crank,

arms and shaft. Figure 7 and Figure 8 are the top and bottom (or frontand rear) fulcrum: and distance-check pieces. Figures 9, 10 and 11 arediagrammatical illustra tions of the functions and movements of theparts of my principal invention, as designated in Figure 9, duringtheoperation' of the' device'to carry out the object hereinbeforedesignated as the first. Figures 12 and 13 arediagrammaticalillustrations of i the functions and movements of theparts of my principal invention, as designated in Figure 12, during theoperation of the device to carry out the object hereinbefore designatedas the second. Figure 14 is a dia grammatical illustration of thefunctions andmovements of the same parts during the operation of thedevice as a straight or ordinary" foot throttle, foot pressure beingplaced upon the left foot-plate only, or upon both foot-platesatthe'same time, the left plate being slightly-thicker than the right.Figure 15 is a plan view, partly in section and partly in perspective,of the entire device,. connected with carburetter and cooperatinghand-throttle connections of an automobile. The sectionis the same as inFigure 1, except that the top fulcrum and distance-checkpiecehas beenremoved, to better show the gear wheel, its crank and shaft. Figure 16.is a detail illustration of the check sleeve shown in Figure 15, which,restricts the action of the usual foot-throttle spring. Figure 17 (theother drawing) is an elevation view of an alternative gear wheel andshaft and crank construction, showing shaft and crank as a single bar.

Similar numerals refer to similar parts throughout the several views.The shell, or frame, 1, secured either rigidly or by universalconnection to the footboard 36, of an automobile, .constitutes the framework of the principal mechanism comprising my invention. In suchshellthe push-rods 9 and 10 reciprocate. Push-rod 9 is integral withfoot-platell, bears certain gear teeth upon its inner side, and by suchburetter valve crank-arm 28.

ment of pushrod 9 is transmitted to crankgear teeth is always in meshwith gear wheel 4:, and is. connected through bellcrank 2 1, rod 25,bell-crank 26, and rod27, with the car- Any movearm 28, so long ashand-lever 34, on quadrant 35 (Fig. remains at the same time stationary.

The carburetter valve-crank 28, in all proper automotive installations,turns with the useof very little force. The coil spring 19 returnsthethrough foot throttle pushrod' 9- and itsconnect-ions, including28, tothe closedfoot-throthleposition after any depressionof foot-platellandsuch rod 9.

Upwardsbeyond this closed foot-throttlepo sition' of'push-rod 9 andconnections, however, this spring 19 does notact, being prevented fromexerting any force at all at that point and beyond, bythe sleeve 18.This sleeve is slidably connected to a lugon push-rod 9, as is bettershown in Figure 16,

and has an open end,"the end edges being rounded on the inside toprevent catching upon the spring.

through 131113013811 end of sleeve 18' and 1s The spring 19 passessecured to a frame structure oft-he engine, such as 20. The stopping ofthe sleeve 18 against frame member 20 prevents further V 1shellitcarries the lug to which spring 19,

actionof spring 19. I V

For any further. upward movement of push-rod 9 and foot-plate 11 aboveand beyond this closed foot-throttle position, the lugon push-rod 9slides upon the sleeve 18 withouthindrance; I

In the arrangement of connectlons shown by Figure 15, so long; ascarburetter crank arm 28 may be turned bya force-equal, in onedirection, to the, tension of springcli), and equal, inthe otherdirection, to the tension of spring 15, then such crank-arm 28 may beadjusted for idling speed or slow running, ormay be regulated for allspeeds of-running, by and through handlever Ed'and its connections33,82,24, 25,26 and27. This V H p of the parts at the closed-throttleposition hand-lever 34L, if used at allin an automobile equippedwith mylnventlon, shouldbe made to act, by rod (ashere) or by flexible tube andwire, or otherwise, at right angles .to the line of application of anyforce by pushrod 9, and when'so connected does not, when operated,change the position of push rod 9 and the mechanism connected throughgearwheel 1' to push-rod 9. Thus, the handlever '34 is allowed here toretain still its usual actionwhen the hand-lever turns carburetterjcrank 28.

In Figure 15, No. 31 is "the engine, and 35 is an extended quadrant uponthe steer ng column, such that hand-lever :34: may be moved through asomewhat wider range than.

center, or as shown. This to permit shutoff by hand-levernomatter inwhat position push-rod 9 and foot-plate 11 may be.v

Forfthe purposes of this description, I will now considerthe left-handfoot-plate,

11, and its .puslrrod', 9,. which are integral, as constituting, whentaken alone, the footoperating par-tof an ordinary foot-throttle oraccelerator as it is found on the medium priced and higher pricedautomobiles,

trucks, and other automotive vehicles of today, with the differencementioned I in the last paragraph, i. e., non-interference of the handthrottle with the positionof the. parts comprisingthe foot-throttleu Inother words, regulation by means of hand-lever 34 does notreciprocatepuslrrod 9. H

Push-rod 9 is specially shown in Figures 1,9, 10, 11 and 14:,ai1dit isto those figures I willnow'. refer, omitting reference to thecarburetter connections hereinabovediscussed.

The push-rodf9inay he round-or square, or have flanges toi help "giveclearance ffor 'otherpartsit has teeth cut in orbu'ijlt on, asillustrated in Figures 1 and 3 it projectsdown through the shell, 1, ofmy invention, and a shortmdistance below the by its sleeve 18, isslidably connected; and it, makes connection at t-he bell-cranlc24: withthe carburettei.

Now, I press foot-plate 11 with thefoot, or press both plate 11 andplate 12, simultaneously. They will both go down, and" the entiremechanism will function as a simple foot throttleand openthe carburetterof" the footkmechanism I will call this the closed" foot-throttleposition of the parts; Figure l l'shows tliepositionof the parts atalmost full foot-throttle depression.

I The brokenFhorizontal lines rm and'bb,

Figures 9, 10 and 11', showthe position of tops of foot plates 11' and12, and of the center of shaft 5 of gear wheel 1, respectively,when nogas is being fe d by means .of the foot-throttle, y p 7 ,VVith thefoot-throttle in such closed position,'*andthe push-rodj 9 and 10andfootplateslland 12, respectively, in the position illustrated byFigures land 15,, then I slide thefoot to the right'against stop 37 15),or, at any rate, with the foot missing 7 plate 11, I depressfoot-plate-12' only. The rod 10 is integral with foot-plate 12, and isin mesh by gear teeth withgear wheel 4.

Rod 10 is short, and is retained in its outward position bythe coilspring 15, working over the guide rod 14. Upon a slight depression offoot-plate 12, the rod. 10 will roll androtate the gear Wheel 4 uponpushrod 9. The center-shaft, 5, of gear Wheel 4, will then travel halfthe distance that is traveled downward by push-rod 10. In its They maybest consist of stiff steelplates,

perhaps three-thirtyseconds of an inch in thickness. They rotate throughbut a small angle, upon a through-pin 16. If my invention is used onlyto carry out object designated as the first, these pieces need not havethe teeth along one edge of the vertical slot, as are shown, or anymeans by which the cranks 6 and the shaft 5, or equivalent, would bindin the lower part of the slot of these pieces. On the other hand,if myinvention is used only as a throttle-lock, orjcheck, mechanism, to carryout alone object designated as the second, then these pieces mightconsist of simply the slot with parallelisides and the teeth, or of suchsurface and slot that 5' and 6 would bind therein on slight rotationabout center shaft- 5,and, indeed, the slots for such a single devicemight be made integral vwith the shell or housing of the device. Thesepieces have, in my inven tion as illustrated by my drawings, fulcrumbearing surfaces 39 and 38. Thesesurfaces act simultaneously, when theyare brought by cranks 6 underneath the shaft 5, and they prevent furtherdepression of gear 4 within the mechanism and the gear then rotates,

under continued depression of push-rod 10,; and causes push-rod 9 to beretracted brought upwarcl beyond its normal foot-throttle position.

, Upon the continued depression of footplate l2,below the positionhereinabove mentioned, the bearing surfaces 39 and 38,.of fulcrum andcheck piecesc-7 'and 8, respectively, will, by the cranks 6, be broughtinto the downward path of, and beyond the vertical line through thecenter of, shaft 5, which shaft of course has traveled down-, ward in aline parallel with pushsrods 9 and 10,-the geanwheel 4 rolling inmeshwith rods 9 and 10. So far, push-rod 9has remained stationary. As soonas shaft '5 reaches the bearing surfaces 38 and 39 of the.

fulcrum and check pieces, then the further depression of foot-plate 12and its push-rod 10 imparts a reverse or upward motion to the push-rod 9andallits connecti0ns, equal to such further downward motion of push-rodand stop 13 when the 1O beyond the point-illustrated byFigure 9. Thislast is illustrated by Figure 10. The; broken line aa shows thevnormaloff footthrottle position of foot-plate 11.

- The amount of reverse motion illustrated in Figure 10 is calculated toclose the carburetter valveentn'ely, against anysupply of gas needed foridhng or slow running, and thusto cause th'eengine to act entirely, and

more efliectively, as a brake, and cause the engine to be effective tobring the vehicle ormachine to an absolute'stop, if foot-plate 12 isheld down that long. If the handthrottle. should happen to be set at agreater speed than idling or slow. road speed, then the furtherdepression of 12, as illustrated in Figure 11, is calculated to. causesulficient reverse motion of push-rod 9 so as to entirely shutoff thatfuel supply from the engine, and cause the engine to functioneffectively as a brake under those conditions as well. I v

Now, I take the footoii' foot-plate 12, and immediately the spring 15forces pushrod 10 and foot-plate 12 backTto-their, normal offfoot-throttle position. And by this same force upon push-rod 10 thespring 15,

acting through push-rod 10 and through gear wheel 4, fulcrumedby shaft 5against stops 22 made part of frame shell, 1, the push-rod 9 and itsconnections are brought back to normal ofi" foot throttle position, withonly such gas passing to the engine as 34 and its connections.

v The mechanism, the parts and mode of operation of wh ch I have ustdescribed,

comprise the means by which object desigis allowed by the setting of thehand-lever ativ'e positionsillustratedby Figures 1, 2,

3and 15 {That isto say, foot-plates 11. and 12- are in the same,horizontal ,plane,xexcept haps one.sixty fourth of an inch higl'ler thanplate 12, so that foot-plate 11 will take when the partsar 'insuchnormal closed foot-throttle position, In'Figure 1 they are in suchposition. 1 The first slight depression ofxthe foot that the top. ofplate 11 may extend per.-

upon foot-plate 11, or equally upon footplates 11 and '12, takes thegear wheel 4 downwardly, as. aunit with push-rods 9 and 10. The distancethe parts would more by reason of s-uch 'slight depression of root plate1 1, as illustratedby'FigureIQ, would openthe oarburetter valveslightly. Figure '14, ashereinbeiore mentioned, shows 1 how the partswould be at nearlyfull depression,

the mechanism as a straight foot using throttle. v

But, as soon as the center'of shaft 5 of gear wheel 4, has reached apoint lower down in theslot oat fulcrilun and cheek pieces 7 and 8th'anthe bearing surfaces-39 amt 3S (liigures? and 8), then, by a slighttipping of the operators foot to the right, foot-plate 12 may bedepressed below foot-plate 11,

opening the space between plate 11 and check piecelB, andthat slighttipping move ment and consequent depression of footplate 12, will causea binding by the ci' a'nks 6, which are an integral part of. gear wheel4 againsta sideoi the slot iniulcruin and check piece 7 and in fulcrumand check pie'ceQS (see Figures 7 and .8). "Catchesofa suitablecharacter, illustrated in Figures 1-, 3, 7, 8,13 and 15, may be providedinsuch fulcrum and distance check pieces 7 and 8 in: order to facilitatethis binding and distance-checking action. i

Figure 13 illustrates the condition that will then exist, and which mayexist a'iiy point during the further depression' of the foot-throttlebeyond the point shown by Figure 13, and aslong asthe foot oftheoperator is allowed to exert more pressure upon the right foot-plate,12, than upon the left footplate, 1 1-, the mechanism will re mainlocked against further downward motion. The operators foot may then restwith the heel on the floor andthe toe partly wishes to continue to feedthe same amount upon foot-plate12 and partly upon footplate 11, buttilted slightly so as to give the greater pressure upon 12, and so longas he of fuel to his engine he mayby that means maintain the parts of mymechanism in a locked position. Overbad roads he maintains that tiltedposition ofhis foot upon 7 the foot-throttle, with the greater pressureupon foot-plate 12, at whatever throttle opening he desires. And, theoperators foot, thus slightly tilted, is in a rather natural position ofrepose.

as aneifeetive brake downthegrade.

To; summarize: Having an automobile traveling at sayesrniies an hounonrough road-the operator may have his foot slightly tilted to theri-glrt,-hearing1upon Both plates 11 and 12, butwith the greater forceupon 12. (Littleforce isrrequired though con-'- siderable force, such aslie-brought to bear in negotiating rough roads, would not disturb theIil'ecllalilsfihl root'- th-rottldwill be locked against any such.ciownwa rd pie same, "so long he maintains:

that unequal pressure upon ioot plate' 12.

The operator wishes to "come to almost aiull stop atthetop ot a nearhygrade, and he also wishes, we will sa y, to use hiseng'ine He take alrpressure off of toot-pistes lland 1 52; the footthrottle mechanismunlocks itself, by the action offspring l5 pressing upwardsuponpush-rod=10, and by" the same means the foot-plates-11 and 12 arereturned to their normal o'fl' foot-throttle position. The engine isstill getting some fuel, by reason of a setting the hand throttle lever,84, for'i'cllin'g' and slow run ning. The operator then moves his iootto the right sufficien't'lyto miss foot-plate 11 entirely, aiidheapplies foot-pressure to foot-platelfi; A reverse,'. orupward motion is'tl' iehy impwrtedto. push-rod 9 audits earburetter connections, throughgear wheel l fulcrum-ed upon the bearing surfaces 39 and 38 of fulcrumand check pieces-7 and 8, respectively. By such means the operator isenabled to shut cit all-fuel supplyto the engine and to use the engineas at all speeds, Without his having to modiity his hand-leversettingbetore and to remember to reset it afterwards In practice at *thepresent time th ebrakes are usedin preference to bothering with Changthe hancl thrott le setting, and theeng-ine is'usjedas a brake only atthe higherspeeds and hardlyever tobrin g' the vehicleto anywhere nearthe speed; for instance, of" a person walking orto hold themachine slowspeeddown a grade.

I have, iiriny Figure 1 5-, shown a foot i stop, 37 ,f w=hicl1 theoperator-may bring" his foot 'in order accurately and positively tomissfootpl-ate 11 when desiring to get" the reverse foot-throttle action. An adjustableextension upon foot-plate 12 might/be used forthe samepurpose. Neither is absolutely necessary.

I amaware that prior to my invention locks and catchesior-ffoot-throttles have beentmad'e, and therefore I do not claim such aparticular device broadly.

Of afoot-throttlelocking device involving two co'a'c'ting foot-platesand pushrods" such asmine, and involving acrossloar pinne'cl atitsl'ends insteadof geared, mar having a cehter pin and a crank pin (or"the two pins-integral),*or involving such a means as my gear wheel andits shaft and crank Pl11S,I have not heard, and there fore I desire toclaim mv lockin "mechanism' broadly enough to include such a cross-baras the equivalent of my gear wheel,

Of a device to retract a foot-throttle and thereby-to shut off all fuelbeing'fed by either hand throttle at the wheel or by pull or turn shaftat the cowl-board or by an open setting of the carburettor valve, I havenot heard, and therefore I desire to claim broadly a device to performthat function alone and also a device to perform both the retracting andlocking functions in the same mechanism. r

I claim: 7

1. In a fuel feed control for automotive engines, a carburettor valvecrank,a through foot-throttle push-rod operatively connected with saidvalve crank, a hand-operated means also for operating said valve crankand co-acting with said through "push-rod but operating at right anglesthereto, through means fulcrumed thereon, a spring means of retainingand retracting said through push-rod from downward to normal offposition and a sleeve slidably connected to such push-rod as a check onsuch spring action, a second push-rod adjacent to the first and bearinga stop such that downward movement of the through push-rod de pressessaid second push-rod, a spring to return said second push-rod andconnections to normal off position, a gear wheel opera tively in meshwith both said push rods and having crank arms off center and a centershaft, fulcrum-and-distancecheck pieces having bearing surfaces and slotc0 acting with such shaft and crank arms.

2. In a fuel feed control for automotive engines, a curburetter valvecrank, a

, through foot-throttle push-rod operatively connected with said valvecrank, a spring means of retaining and retracting said through push-rodfrom downward to normal off position and a sleeve slidably connected tosuch push-rod as a check on such spring action, a second push-rodadjacent to the first and bearing a stop such that downward movement ofthe through push-rod depresses said second push-rod, a spring to returnsaid second push-rod and connections to normal off position, a gearwheel operatively in mesh with both said push rods and having crank arms01f center and a center shaft, fulcrum and-distance-check pieces havingbearing surfaces and slot co-acting with such shaft and crank arms.

3. In a fuel feed control for automotive engines, the combination of acarburetter valve crank, a through foot-throttle pushrod operatively andadjustably connected with said valve crank, aspring means of retainingand retracting said through pushrod from downward to normal off positionand a sleeve slidably connected to such pushrod as a check on suchspring action, a second push-rod adjacent to the first, a stop on one orthe other of said push rods'so arranged that downward movement of thethrough push-rod depresses said. second push-rod, a spring to returnsaid second push-rodand connections to normal off position, a gear wheeloperatively in mesh with both said push rods and having crank arms offcenter and a center shaft, fulcrum and-distance-check pieces havingbearing surfaces and slot co-acting with such shaft and crank arms. I i7 41. In a foot accelerator mechanism, a footoperated through push-rod,opea'at ively and adjustably connected to the carburettor, a springmeans of retaining and retracting said through push-rod from downward tonormal ofli'position and a sleeve slidably con nected to suchpush-rod asa check on such spring action,'a gear wheel, a second push rod adjacentto the first, means by which, in con nection with said. gear,independent depres sion of the second push rod imparts reverse motionabove normal off foot-throttle position to the other push-rod and itsconnections, a spring to return said second push-rod upward after anychange in its position. v

5. In a foot accelerator mechanism, the combination of a foot-operatedthrough push-rod, operatively connected to the carburetter, a gearwheel, a secondpush-rod ad jacent-to the first, means by which, in connection with said gear, independent depression of the second push-rodimparts reverse motion above normal off foot-throttle position to theother push-rodand its connec-, tions,

6. In a foot accelerator mechanism for automobiles, a foot-operatedpush-rod operatively connected to the carburetor, a second push-roda'djacent thereto, a cro ss-mem ber connecting said push-rods, saidcrossmember bearing a. center cross-pin and a vertically off-centercross-pin, members each bearing a slot along which said center pin andoff-center pin of said cross-member may slide when both push-rods aredepressed simultaneously, and said members bearing catches upon whichsaid off-center and center cross-pins will bind and thereby lock themechanism if the second push-rod is at any time reciprocateddownward agreater distance than the first push-rod, two springs,

one to return the first push-rod and one to return the second push-rodupwardly after any change in their positions, and a stop placed uponeither push-rod, adapted to cause depression of such second push-rod ifthe first be depressed,

7. In a foot accelerator mechanism for automobiles, a foot-operatedpush-rod operatively connected to the carburetter, a second ed with saidvalve crank, a hand-operated push-rod adjacent thereto, a eross-memberconnecting said push rods, said cross-me1nberbearmg a center cross-pinand a vertically oft-centercross-pin, a member or memany change in theirpositions, and a stop placed upon. either push-rod, adapted to causedepression ofsuch second push-rod if the first be depressed.

8. In a foot-throttle lockingdevice com bined with a foot-throttle, thecombination of a cross-member operatively engaged at its edges with. twoparallel reciprocating members,one of which is connected withthecarburetter, such cross member having two pins, or one wide lug,sliding along a slot or 1 slots parallel with such reciprocating membersand arranged to bind or catch in said slot 01: slots when thereciprocating members are unevenly reciprocated,,spring or-springs toreturn both reciprocating members after any change of position.

9. In a fuel feed control for automotive engines, a carburetorvalvecrank, a through foot-throttle push-rod operatively connect meansalso for operating said valve crank and coacting with said throughpush-- rod but operating at right angles thereto, through meansfulcrumed thereon, a sec-. ond push-rod adjacent to the first andhearing a stop such that, downward movement of the through push-roddepresses said second push-rod, a spring to returnsai-d pushrods andconnections to normal off position,

a gear wheel operatively in mesh with both; said push rods and havingcrank arms off center and a center shaft, fulcrum-and-dis tance-checkpieces having bearing surfaces and slot coacting with such shaftandcrankarms.

.10. In a fuel feed control for automotive engines, a carburetorvalvecrank, a through foot-throttle push-rod operatively connected withsaid valve crank, a second push-rod adjacent to the first and bearing astop such that downward movement of the through" pusherod depresses saidsecond push-rod, a spring to return said push-rods and connectionstojnormal off position, a

gear wheel operatively in 1 mesh with both. said push rods, and havingcrank arms off centerand a center shaft, fulcrum-and-distance-checkpieces: having bearing surfaces and slot co-aeting with such shaft andcrank arms.

. 11. In a fuel feed control for, automotive engines, the combination ofa carburetor.

valve crank, a through foot-throttle pushrod operatively and adjustablyconnected with said valve crank, second push-rod adjacent to the first,a stop on one of said: push rods so arranged that downward movement ofthe through push-rod depresses said secondypush-rod, a spring to return.

said push-rods and connections to normal off position, a gear wheeloperatively mesh with both said push rods and having crank arms .offcenter and a center shaft, fulcrum and-distance-check pieces havingbearing surfaces and slot co-acting with. such shaft and crank armsq i12. In a fuel feed control forautomotive engines, the combination of acarburetor valve crank, a through foot-throttle pushrod operativel'y andadjustably connected with said valve cranlga spring means ofretainingand retracting said through pushrod from downward to normal offposition and a sleeve slidably connected to such pushrod as a checkonsuch spring action-,a second push-rod adjacent to the first, a springto return said second push-rod and connections to normalfofl' position,a gear wheel opera tively in. mesh with both said push rods and havingcrank arms off center and a center a shaft, fulcrum:and-distancercheckpieces having bearing surfaces and slot coacting with such shaft andcrank arms.

13.1'In a fuel feed control for automotive engines, a carburetor valvecrank, a re-. ciprocating rod operatively connected with said valvecrank,a second reciprocating rod adjacent to the first, andlbearing astop such that in one direction reciprocation of the first rodreciprocatesthe second, spring means to return said reciprocating rodsand their connections tonormal off. position, a. wheel operativelyconneeted to both. of said rods and havingcrank arms off-center and

